Drive-in restaurant serving system



Jan- 16, 1963 w. B. CUNNINGHAM 3,363,723V

DRIVE-IN RESTAURANT SERVING SYSTEM Filed Nov. 23. 1966 4 Sheets-Sheet 1 .um m Y /8 Il WI LLIAM B. CU NN l NG HAM v INVENTO'H.

Jan. 16, 1.968 w. B. CUNNINGHAM DRIVE-IN RESTAURANT SERVING SYSTEM 4 Sheets-Sme?v 2 Filed Nov, 25, 1966 MH E .mv- VPNU ml w Nm. N N w U v f QN C B M M .L W. J. V m Tr.|r.. /lf J/ E k E. uw E M 9m ZM/M AGENT Jan- 15, 1968 w. B. CUNNINGHAM 3,363,723

DRIVE-IN RESTAURANT SERVING SYSTEM 4 Sheets-Sheet 5 Filed Nov. 25, 1966 INIENTOR. WILLIAM B. CUNNINGHAM Jan. 16, 1968 w. B. CUNNINGHAM 3,363,723

DRIVE-IN RESTAURANT SERVING SYSTEM 4 Sheets-Sheet 4 Filed Nov. 23, 1966 WILLIAM B. CUNN l NGHAM INVENTOH.

United States Patent Office 3,363,723 Patented Jan. 16, 1968 3,363,723 DRIVE-IN RESTAURANT SERVING SYSTEM William B. Cunningham, Oklahoma City, Okla., assignor to Burger Train Systems, Inc., Oklahoma City, Okla., a corporation of Oklahoma Filed Nov. 23, 1966, Ser. No. 596,475 6 Claims. (Cl. 186--1) ABSTRACT OF THE DISCLOSURE The drive-in restaurant system includes a central kitchen area enclosed by a wall. Openings are formed in the wall for the reception of conveyers extending radially outward of the kitchen and terminating at parking stalls covered by an awning type roof projecting outwardly of the kitchen. A foo-d shielding carrier is positioned on each conveyer track. An electric circuit, connected with each carrier, is operated by the attendant or the customer. Windows, hingedly interconnected in A-frame shape, are opened and closed by the passage of the carrier through the respective wall opening.

Background of t/ze invention The present invention relates to drive-in restaurants and more particularly to an apparatus for automatic dispensing of food to the parked cars of customers.

Drive-in restaurants or eating establishments presently require the employment of waiters, commonly called car-hops, resulting in an added expense and associated personnel problems. Some attempts have been made toward the automatic dispensing of food orders to the parked cars of customers such as is disclosed by Patent Numbers 2,405,294; 2,649,930; 2,827,130 and 2,896,748. One of the problems associated with automatic food dispensing is the requirement that the food carriers be locat ed convenient to the attendant and yet permit the carrier to pass through the wall structure forming the kitchen area toward the customer. Applicant overcomes this problem by providing hinged door closure means actuated by the carrier when moving therethrough. Another problem of automatic food dispensing motorized carriers is providing a shielded electric current for the carrier. This is accomplished by novel conveyor tracks which shield the current carrying wires.

Summary of the invention The invention comprises a drive-in restaurant structure having a centrally located kitchen and food preparation and dispensing area surrounded by an awning-like sh-ield covering a plurality of parking positions. A plurality of conveyer tracks extend radially outward of the food dispensing area to the respective parking stalls. A motorized food shielding carrier reciprocated along the respective track forms a conveyer. Conveyer access openings in the wall of the structure are opened and closed by pivoting windows in response to the movement of the food carrier therethrough.

The principal objects of the invention are to provide a self driven food carrier and a novel door means mounted in a conveyer passage opening of a drive-in restaurant wall wherein the carrier opens and closes the door means.

Other problems associated with an automatic food dispensing Conveyer for a drive-in restaurant are the necessity or" bringing the food carrier to a stop without spilling any of the liquid or other foods carried thereby while expediting the dispensing of the food to the customer and the shielding of the food while in transit from the weather and insects.

It is, therefore, another object of the invention to provide a circuit for a motorized food carrier which will speed the delivery of the food to the customer and retard the movement of the carrier before coming to a complete stop.

Brie]c description of the drawings FIGURE 1 is a top plan View of the drive-in restaurant illustrating, by dotted lines, the parking position of an automobile;

FIGURE 2 is a fragmentary vertical cross-sectional view taken substantially along the line 2 2 of FIG. 1;

FIGURE 3 is a fragmentary perspective view, partially in. section, illustrating the food carry-ing conveyer and the wall access opening through which it travels;

FIGURE 4 is a fragmentary elevational view illustrating the manner in which the food carrier operates the ac' cess opening a-nd closing window;

FIGURE 5 is a fragmentary top plan View of the food carrying conveyer and the window access opening;

FIGURE 6 is a wiring diagram; and,

FIGURE 7 is a schematic bottom view of the carrier illustrating reed switch locations.

Description of the preferred embodiments Referring to FIGS. 1 and 2, the reference numeral 10 indicates, as a whole, a -drive-in restaurant structure having a centrally disposed cashier and food dispensing area 12 defined by a floor-like support 14, roof members .16 and an outer wall 18. A general facility including food preparation or kitchen area 2t) surrounds the cashiers position Iinwardly -of the outer wall 18 and dened by a iioor 22 disposed below the surface of the earth 23 and below the level of the cashiers oor114. An awning type weather protective shield 24 projects radially outwardly of the wall 18 and is supported in spaced relation above the surface of the earth by a plurality of support posts 26 defining a plurality of parking stalls beneath the outer edge portion of the awning. A plurality of Conveyer tracks 28 project radially outwardly from the tcashiers area 12 through suitable door openings 30 formed in the wall 18 and terminate in supported relation `adjacent the respective support post 26. As shown by dotted lines (FIG. 1) the tracks 2S are arranged in pairs and terminate, outwardly, between two parking stalls. A menu box 32, housing a two-way intercommunicating system, is supported by the respective support post A26. A motor driven carrier 34 is mounted on the respective Conveyer track 28 for to and fro movement therealong.

Referring more particularly to FIGS. 3, 4 and 5, the Conveyer track 28 is formed by a pair of modified U-shaped channel members 36 and 38 disposed in parallel spaced-apart relation with the legs thereof projecting horizontally toward each other and with the respective depending leg portions interconnected by a bridge member 40 defining a longitudinally extending upwardly open groove 42 between their upwardly disposed legs. The purpose of the groove 42 is to permit the current conducting wiring to be housed between the channels and project upwardly through the groove for drivable connection with the carrier 34 as hereinafter described in more detail. L-shapcd angle members 44 and 46 are respectively connected to the upper outer edge portion of the channel members 36 and 38. The motor driven carrier 34 comprises a rectangular horizontal base or platform Si) supported by a plurality of wheels 52 journaled on horizontal axles 54 connected with the platform 50. The wheels 52 are characterized by a grooved periphery for cooperatingi ly receiving the upper edge portion of the angle memcontaining or supporting tray 62 is removably received by the hood on the upper surface of the platform Sii. A substantially inverted U-shaped strap metal bow 64 is connected to the respective central end portions of the platform 50 and projects upwardly above the hood 56 for the purposes presently explained. A motor and electrical components housing, indicated by the rectangular box 66, is supported by the depending surface of the platform 50. The motor is drivably connected with one of the axles 54 for moving the carrier to and fro along the track 28 in the manner hereinafter described.

The door opening 3i? is provided with door means cornprising an A-frame member 749. The member '70 comprises a pair of window sashes 72 and 74 rigidly connected in A-shaped relation by a horizontal hinge 76 extending across the upper limit of the door opening 30. Vertically disposed T-shaped members 78 are positioned at opposite side limits of the door opening 3@ with the leg portions of the respective T-shape projecting toward each other in parallel aligned relation to form a window sash stop Si?. The spacing between the free end depending edge of the window sashes 72 and 74 is at least as great as the length of the carrier 34 and is such that when one sash is disposed adjacent the stops 8i) the spacing between the depending free edge of the other sash and the track 28 is substantially equal to the spacing between the upper surface of the bight portion of the U-shaped bow 64 and the upper surface of the conveyer track 2S. The A-shaped spacing formed by the respective cooperating side edges of the sashes 72 and 74 are preferably provided with window screens, or the like, not shown, thus rendering the door opening 30 substantially insect proof.

As shown in FIG. 4, the window sash 74 is held in door closed position by a latch means S2. The latch means S2 comprises an elongated strap-iron member 84 pivotally connected at one end portion by a pin 86 to the inner side surface of the upstanding ange of the angle member 44. The strap-iron member 34 is inclined upwardly from its pin connected end toward and contacts, at its free end portion, the depending edge surface of the window sash 74 where the member 84 is turned abruptly upwardly and then angularly downward to form a window sash engaging hook S8. A spring 9@ is interposed between the angle member 44 and the depending surface of the strap-iron member 84, adjacent its hook 83, for normally maintaining the hook in contact with the window sash. A latch means tension comprising a set screw 92 is interposed between the strap-iron member 84 and the angle member 44 adjacent the pivotally connected end of the strap-iron member.

Thus when the carrier 34 is moved toward the door opening 30, in the manner hereinafter described, with the A-frame door means 70 in the position shown by FIGS. 3 and 4, the bow 64 contacts the central depending edge surface of the window sash 72 while one forwardly disposed wheel 52. contacts the upper surface of the latch means 82. The wheel thus overcomes the resistance of the spring 90 and pivots the hook 88 out of contact with the depending edge portion of the window sash 74 to release the latter. lThe purpose of the U-shaped member 54 contacting the window sash '72 is to insure that the wheel 52 is forced against the latch means 82 to release the latter from window close-d position. As the receptacle 34 progressively moves toward the window sash 74 one leg portion of the U-shaped member 64 contacts a bumper arm 94 centrally connected to the depending edge portion of the window sash 74 for vertically pivoting the A-frame door means 70 about its hinge 76 thus lifting the sash 74 toward the dotted line open position (FIG. 3) wherein the depending end surface of the sash 74 remains in contact with the U-shaped bow 64, to lift the sash 74, while pivoting the sash 72 into door closed position against the stop Si). Window latch means 96, identical with respect to the latch means 82, is connected with the angle member 46 which engages the depending end surface of the sash 72 to hold the latter in door closed position. The window sash 72 is similarly provided with a bumper arm 93 for Contact by the bow 64 and movement of the carrier 34 in an opposite direction as hereinafter described.

FIGS. 5 and 6 illustrate the -circuit for operating the carrier 34. As mentioned hereinabove the housing 66 contains a motor M. The motor M is reversible and is of the brush type having a field winding and an armature winding liBZ. A four-pole double-throw mechanical interlocking relay R1 has the poles of two of its sets of its contacts, A and B, connected to the eld windings 10d of the motor. The coils Kl and K2 of relay R1 interlock the direction of rotation of the motor M and hence the direction of movement of the carrier 34 along the tracks 2S. The coil K1 of the relay Rl is connected to a source of electrical energy, not shown, at terminals L1 and L2 through a limit or stop reed switch SWi. The other coil K2 of relay R1 is similarly connected to the source of electrical energy at terminals L1 and L2 through a second limit or stop reed switch SW2. The reed switches SW1 and SW2 are positioned on the depending surface of the carrier platform 50 (FIG. 7). These switches, SW1 and SW2, are normally open and are magnetically closed, respectively, by permanent magnets PMI and PM2 positioned adjacent the respective end portions of the track rail 44 (FIG. 5). A double-pole double-throw relay R2 has its contacts connected to one side of the armature windings i822 of the motor M and to the other side of the armature windings through the sets of contacts A and B of relay Ri. One end of the coil K3 of relay R2 is connected to the current source terminal L2 while the other end of the coil is connected to the current source terminal L1 by a wire L3 through the pole of contacts H, of relay R2, and through a starting or control switch SW3 and through one contact E of a double-pole single-throw stopping relay R3. One end of the coil K4 of relay R3 is connected to the current source Ll and to the pole of its contact F while the other end of the coil K4 is connected to the current source L2 through the contacts C of relay R1 and a timing circuit, comprising condensers, resistors and a rectifier.

A rectiiier RE and resistor RS are interposed in one current supply L2 wire connected with one set of points G of the relay R2. The current is shunted around the rectier and the resistor through one contact I of a speed relay R4. One end of the coil K5 of relay R4 is connected to the pole of contacts D of relay R1 while the other end of the coil K5 is connected to the contact F of the relay R3. The contact I of relay R4 is connected to the currrent source L2. A pair of carrier slow or movement retarding reed switches SW4 and SWS are connected, respectively, between the current supply L2 and the contacts D of relay R1. Similiary permanent magnets FM4 and PMS are respectively positioned on the track rail 46 (FIG. 5) for closing the respective slow reed switches SW4 and SWS as hereinafter described.

Operatin In operation a customer drives into one of the parking stalls, as shown by dotted lines (FIG. l), and places his order by means of the two-way communicating system, not shown, contained by the menu box 32. The carrier 34 is normally positioned at the inward end of the conveyer track 28 adjacent the cashiers position 12. While the customers order is being prepared, the cashier totals up the cost of the order and places the ticket therefor one the carrier tray `62. The cashier momentarily closes the control switch SW3 which energizes the motor running relay R2 and applies current to the motor M through the reversing relay R1. Thereafter the coil K3 of relay R2 is maintained energized through its contacts H, connected with the current source terminal L1, until deenergized as hereinafter described. The carrier progresses, at full speed, along the track 28 and passes through the door opening 3i) as described hereinabove. As

Si) the carrier approaches the parking stall position a selected one ot the slow reed switches SW4 or SWS, for example the switch SWS, is closed by the magnet PMS to supply a current from the contacts D `of relay Rll to the c-oil K of the speed relay R4 opening its shunt contact I to place the half wave rectifier RE and resistor RS in the circuit to the motor running relay R2. This reduces the voltage to the motor M to slow the rate of travel of the carrier in preparation for stopping. The coil KS of relay R4 is then self energized through its contact I. While the carrier 34 continues its retarded rate of travel it passes over the magnet PM?. which closes the stop reed switch SW2. Closing switch SW2 energizes the coil K2 of relay R1 to reverse its contacts and interrupt the motor running circuit thus stopping the motor M. This action also places the relay R1 in position for subsequent operation of the motor M and movement of the carrier 34 in a direction opposite the above described direction. Reversing the relay R1 also deenergizes the coils of the other relays R2, R3 and R4.

The customer lifts the panel 58 and places the payment for the ticket on the tray 62 and presses the control switch SW3, located on the side of the motor housing 66, which again applies current to the relay R2 so that the carrier 34 then progressively moves, at full speed along the tracks through the door opening 30 until the slow reed switch SW4 is closed by the magnet FM4 irnposing the rectifier Dl and resistor RS on the motor circuit as described hereinabove. When the stop reed switch SW1 is subsequently closed, by the magnet PMI, energizing coil K1 of relay R1 current to the motor is interrupted and relay R1 is again positioned in the initial start position. When the customers order is ready, the food is placed upon the tray 62 and the above described sequence of operation is repeated.

Obviously the invention is susceptible to some change or alteration without defeating its practicability, and I therefore do no-t wish to be confined to the preferred embodiment shown in the drawings and described herein, further than I am limited by the scope of the appended claims.

I claim:

1. In a drive-in restaurant system having a food preparation area dened by a surrounding wall, a food dispensing station remote from said preparation area, and a two-way communication system interconnecting the food preparation area with the food dispensing station, wherein the improvement comprises: track means extending between said food preparation area and said food dispensing station, said wall having a door opening surrounding the track means; a carrier means movable along the track means; means for moving said carrier means; and door means opening and closing the door opening in said wall by the movement of said carrier means therethrough, said track means comprises a pair of substantially U-shaped channel members having the legs thereof projecting horizontally toward each other and connect-ed in spacedapart parallel relation forming an upwardly open coextensive groove; and an angle member connected to the upper outer edge portion of each said channel member, said carrier means comprises a horizontally disposed rectangular platform, a pair of axles transversely connected to said platform, a wheel journaled by the respective end of said axles and supported Aby said angle members, a food shielding hood mounted on said platform, and an inverted substantially U-shaped bow overlying said hood, said bow having its leg portions connected to the respective end portions of said platform, and said door means comprises a pair of window sashes interconnected at one end portion in A-shaped relation, a hinge joining the apex formed by said window sashes to the upper limit of the wall opening for the horizontal pivoting movement of the window sashes toward and away from the plane of the wall opening.

2. Structure as specified in claim 1 and means for locking said door means in open and closed position, said means comprising an elongated latch connected at one end with one said angle member remote from said wall opening, the other end of said latch having a hook portion releaseably engaged with the depending end surface of one said window sash, and means urging said latch toward one said window sash.

3. Structure as specied in claim 2 in which said wheels are characterized by a recessed periphery for receiving the upper edge portion of the respective said angle member, and yforceably contacting said latch for releasing the latter.

4. Structure as specified in claim 2 in which the means for moving said carrier comprises a reversible motor mounted on said carrier and driveably connected with at least one of said wheels, and electrical circuit means connecting said motor with a source of electrical energy.

5. Structure as specified in claim 4 in which said electrical circuit means includes a doublepole doublethrow mechanical interlocking relay, a motor driving relay, a speed relay, a stop relay, and wiring intercon necting said relays with said motor and the source of electrical energy.

6. Structure as specified in claim 5 and means for stopping said carrier at the respective end portions of said track comprising a reed switch interposed in the wiring connected with the respective coil of said interlocking relay, and a permanent magnet positioned on one said angle member adjacent its respective ends for closing the respective said reed switch.

References Cited UNITED STATES PATENTS 8/1946 Delucchi l86-1-3 8/1953 Purdy 186-L3 

